Information and knowledge about railways began to be introduced into China around the Opium War. At that time, Lin Zexu, Wei Yuan, Xu Jishe and other patriotic people of insight in China wrote books and introduced railway knowledge. In particular, the leader of the Taiping Heavenly Kingdom, Hong Zai 1859, wrote "A New Chapter on the Politics of the DPRK", which emphasized the important role of modern transportation in consolidating political power and building the country, and put forward several initiatives to develop transportation. However, due to the failure of the Taiping Heavenly Kingdom, this ideal has not been realized. During this period, the imperialist powers sought to build a railway in China in order to expand the scope of aggression from the coast of China to the inland, and carried out various activities for this purpose. For example, in 1865, British businessmen built an exhibition railway about 0.5 km long outside Xuanwu Gate in Beijing, which was widely publicized, but was rejected by the Qing government. 1876, the first railway appeared on the land of China, which was the Wusong Railway built by the British capital group by deception. After more than a year of operation, the railway was redeemed and demolished by the Qing government. Five years later, under the auspices of the Westernization School of the Qing government, the Tangshan-Xugezhuang Railway was completed in 188 1, which opened the curtain for China to build the railway independently. Since then, Taiwan Province Province has built a railway from Taibei to Keelung Port and Hsinchu. However, due to the ignorance and closed-door policy of the Qing government, there was great resistance to building railways in the early days. By the eve of the Sino-Japanese War of 1894-0/894+65438, only about 400 kilometers of railways had been built in the past two decades.
Second, the imperialists compete for the right of way, and the development of China railway is slow (1894- 1948).
1894, after the Qing government was defeated in the Sino-Japanese War of 1894, its national strength was greatly damaged. Imperialist countries such as Britain, Russia, France, Japan, Germany, Belgium and the United States took the opportunity to put pressure on the Qing government and seize China's railway rights and interests. They either forcibly build, jointly organize or control through loans. More than 10,000 kilometers of China road rights were embezzled and carved up, which formed the first climax of imperialism plundering China road rights. Subsequently, according to their own needs, they designed and built a number of railways, with different standards and messy equipment, which caused the confusion and backwardness of China railways.
(3) The railway built by China itself.
Jing-Zhang Railway is the first railway funded by China and surveyed, designed and built by China people themselves. Its completion opened a brand-new page in the history of China's railway construction. During the period of 1905, when Britain and Russia fought fiercely for the right to China's North China Road, the Qing government decided to build its own Jing-Zhang Railway and appointed Zhan Tianyou as the office and chief engineer of Jing-Zhang Railway Bureau. Zhan Tianyou resolutely shouldered the heavy burden in the face of foreigners' unkind remarks and the ridicule of feudal bureaucrats. Since March, he personally led domestic engineers and technicians, put on the benchmark and surveyed several lines respectively. After careful calculation and repeated comparison, the Guangou section was finally selected for retest. The survey was completed in August and started in June. 10. The Beijing-Zhangjiakou Railway runs from Fengtai, Beijing to Zhangjiakou, with a total length of 20 1.2km. Among them, Guangou section crosses Dujun Mountain, with a maximum gradient of 33‰, a minimum curve radius of 182.5m, and 4 tunnels with a total length of1.644 m.. This project is very arduous. After four years of hard work, the entire line of 1909 was successfully completed ahead of schedule.
(D) Anti-imperialist patriotic commercial railway climax
The imperialists' crazy plunder of China's road rights and the Qing government's flattery and traitorous behavior met with resolute opposition from the people of China. Especially after the Sino-Japanese War, it aroused the indignation of people from all walks of life. Facing the serious national crisis, the recovery of road rights and the commercial operation of railways are the products of China people's anti-imperialist struggle and patriotic movement. The anti-imperialist and patriotic enthusiasm of China people and railway workers has been fully demonstrated from the recovery of road rights between Guangdong and Han to the "termination" and "refusal to pay" of the Shanghai-Hangzhou-Ningbo Railway. During the four years from 1903 to 1907, 15 provinces successively established provincial railway companies, and * * * raised more than 90 million yuan. According to the cost per kilometer at that time, 2,000 to 3,000 kilometers of railways could be built. Moreover, in their articles of association, provincial railway companies all aim at "protecting China's autonomy", "not inviting foreign shares", "not borrowing foreign debts" and "not selling shares to non-China people". However, in the form at that time, due to the external oppression of imperialism and the internal destruction of the Qing government, the strength of the emerging national bourgeoisie itself was very weak, and the railway actually built together with the engineering train was only over 900 kilometers. Although these commercial railways were later occupied or merged by imperialist capital, they occupied a glorious position in the railway history of China.
(two) gradually transform the existing railway, improve the transportation capacity.
According to the needs of the sustained and rapid growth of railway transportation volume, while building new railways, the existing railways are constantly undergoing technical transformation to improve transportation capacity. In the aspect of single-track reconstruction, in 1950s, the narrow gauge of South Tongpu Railway was changed into standard gauge, and it was reconstructed with North Tongpu according to the first-class trunk line standard. Since the 1960s, the Guizhou-Guangxi Railway has been reformed. With regard to the construction of the second line, from the 1950s to the early 1960s, about 4,000 kilometers of the second line project was completed, and then it was built in sections on some trunk lines. Among them, Beijing-Shenyang and Harbin-Dalian railways were both double tracks built in 1950s. The Beijing-Hengyang section of the Beijing-Guangzhou Railway, the Zhengzhou-Baoji section of the Longhai Railway and the Jinpu Railway have also been built. In order to cooperate with the construction of the second double line in the northern section of Beijing-Guangzhou Railway, Zhengzhou Yellow River New Bridge was built on the Yellow River at 1960. In addition, in terms of traction power, passenger trains on major national trunk lines have been towed by diesel locomotives, and the proportion of freight trains towed by diesel locomotives has gradually increased. By the end of 1978, the traction line of diesel locomotives has reached more than 7000 kilometers.
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